Engine protective device



April 19, 1966 c. G. GOEHRING ENGINE PROTECTIVE DEVICE 2 Sheets-Sheet l Filed Sept. 25, 1954 ATTORNEY April 19, 1966 c. G. GoEHRlNG ENGINE PROTECTIVE DEVICE 2 Sheets-'Sheet 2 Filed Sept. 25, 1964 ATTORNEY United States Patent C) 3,246,641 ENGINE PRTECTIVE DEVICE Ciitord G. Goehring, Naperviile, lll., assigner to General Motors Corporation, Detroit, Mich., a corporation oi Deiaware Filed Sept. 23, 1964, Ser. No. 398,564 8 Claims. (Cl. 123--I98) This invention relates to protective devices for internal combustion engines and, more particularly, to combination devices having multiple pressure protection features and combined in a compact unitary structure for ease of application to an engine.

With increasing use of protective devices in conjunction with internal combustion engines, it has been found to be advantageous to combine a plurality of protective devices into a single compact unit. Where possible, advantage may be taken of the fact that two or more protective devices may be arranged to actuate the same engine shut down mechanism and, as a consequence, certain duplications of function can be eliminated by the combination of more than one device is a unitary structure.

The present invention provides pressure responsive devices adapted to actuate engine shut down means in respouse to excessive crankcase pressure, inadequate water pre-ssure or excessive air box pressure. A modified version is further actuable by inadequate air box pressure. These devices are so combined as to utilize common internal fluid passages such that the duplication of such passages is eliminated and the external piping required is reduced. The specific application of such a unitary combination protection device to a specific engine application is shown in the following specification and drawings in which:

FIGURE l is a partial end view of a two-stroke cycle diesel internal combustion engine having installed thereon a protective device according to the invention;

FIGURE 2 is a cross-sectional view of the protective device shown as installed in FIGURE l;

FIGURE 3 is a partial cross-sectional view of the device of FIGURE 2 showing one of the pressure responsive valve members in the tripped position; and

FIGURE 4 is a cross-sectional View of a modiiied combination protective device shown as installed on an engine.

Referring now to the drawings, FIGURE 1 generally indicates a two-stroke cycle diesel engine I9 having the usual frame l2, at one end of which is located a gear train housing 14. The gear train housing communicate-s with the usual crankcase cavity (not shown) in which the engine crankshaft (not shown) is rotatably supported. The mid-portion of the engine frame I2 includes an air box section 16 in which pressurized air for charging the engine cylinders is contained. Mounted on the gear train housing 14 is a water pump 18 which feeds a water manifold 20, and a drive housing 22 which supports an engine governor 24.

The engine governor includes a terminal shaft 26 which connects through suitable linkage with control shafts 28 for actuating the injector racks of the individual fuel injectors (not shown). Through movement of the injector racks, the governor is enabled to control the engine operation and to stop the engine when necessary. Within the governor are provided means for stopping the engine whenever failure of the engine'oil pressure occurs. An oil pressure line 30 connects the engine stopping means in the engine governor with a source of oil pressure within the engine.

` Numeral 32 generally indicates a combination protective device according to the invention which is mounted on one side of gear train housing 14 and in communication with the interior thereof. The protective device is connected with oil pressure line 3i?- by an intermediate connecting line 34 and is further provided with a drain 3,246,64i Patented Apr. I9, 11966 ICCv line 36 connecting with the gear train housing or with any other suitable portion of the engine in communication with the crankcase. Additional connections 38 and 40 communicate the protective device with water manifold 2t) and air box I6, respectively.

General construction and operation FIGURE 2 discloses the internal construction of the combination protective device 32 which is seen to generally include a housing 42 having an inlet oil passage 44 connecting with intermediate connecting line 34 and an outlet oil passage 46 connecting with drain line 36. A pair of valve members 48 and 5t) are arranged to close a pair of valve openings 52 which are connected in parallel between the inlet and outlet passages. The valve members 48 and 5d are spring biased toward their open positions and include external reset buttons 54 for manually actuating the valve members into their closed positions. Retaining balls 56 are provided for normally retaining the valve members in their closed positions.

Valve member 48 is controlled by a ball retaining -sleeve 58, actuated by a spring biased flexible diaphragm 6i) which is in communication with engine crankcase pressure on its left side and atmospheric pressure on its right side, as seen in the drawing. Valve member 50 is controlled by a ball retaining sleeve 62. This `sleeve is carried by a spring biased double diaphragm assembly 64 communicating with engine water pressure on its left side and engine air box pressure on its right side, as seen in the drawing.

In operation, an increase in engine crankcase pressure beyond a predetermined value will move diaphragm 60 rightwardly releasing the retaining balls 56 and allowing valve member 48 to move rightwardly, thereby opening communication between inlet passage 44 and outlet passage 4o, as shown in FIGURE 3. This action drains oil from oil passage 44 and intermediate connecting line 34, reducing the pressure in oil line 30 and actuating the low oil pressure shut down means in the engine governor 24, thereby stopping the engine.

In somewhat the same manner, a reduction in engine water pressure, or an increase in air box pressure, such that a predetermined differential between the two is reached, will move double diaphragm assembly 64 leftwardly as shown in the drawing, releasing retaining balls 56 and allowing valve member 50 to move rightwardly, unblocking the associated valve opening 52 and allowing oil iiow therethrough from inlet passage 44 into outlet passage 46 causing the engine to be stopped in the same manner as previously described.

Detailed construction Having generally described the structure and operation of the combination protective device, a more detailed description of its construction will now be given.

Housing 42, in order to promote ease of assembly, is formed of a number of separable portions generally including a valve portion 66, a crankcase pressure portion 68 and a water-air box pressure portion 70. These portions are held together in a unitary assembly by means of suitable retaining members (not shown).

Valve portion Valve portion 66 includes inlet passage 44 and portions of outlet passage 46 including the connections to connecting line 34 and drain line 36. Valve portion 6d further includes a pair of inserts 72 which reciprocably carry valve members 48 and 5t). To the outer ends of valve members 48 and 5d are attached cup-shaped reset buttons 54. Coil springs 74 are retained between the inserts 72 and reset buttons 54 and provide a spring `bias tending to move the valve members rightwardly toward their open positions. Suitable seals 76 are provided on the stems of valve members 48 and 50 to prevent leakage therearound where they pass through insert members 72.

Valve openings 52 include internal grooved portions carrying seal members 78 which coact with cylindrical body portions 80 of valve members 48 and 5i) to prevent the flow of oil through the valve openings when the valves are in the closed positions. Valve members 48 and Si) further include enlarged lianges 82 which engage face portions formed at right angles to their respective valve openings 52 to locate the valve members in the closed positions. On the other sides of cylindrical body portions 80, valve members 84 are provided with reduced diameter extensions 84 which include, near their ends, annular grooves 86 adapted to receive retaining balls 56.

In the present embodiment, outlet passage 46 comprises a pair of annular cavities 88 formed between the valve portion 66 and portions 68 and 70 and communicating with the respective valve openings 52. The two cavities are connected together by an intermediate passage 92 formed in the valve portion and are connected with drain line 36 by means of a short connecting passage 94, also in the valve portion.

FIGURE 3 shows, for exemplary purposes, valve member 48 moved to the right in its open position so that cylindrical body portion 80 is removed from valve opening 52, allowing oil to flow around reduced diameter extension 84 and into annular cavity 88 from whence it may pass through the connecting portions making up outlet passage 46 and through drain line 36 to the engine crankcase. The appearance of the same portions of valve member 50 in the open position would be identical to that shown and, therefore, need not be separately disclosed.

Crankcase pressure position Crankcase pressure portion 68 carries exible diaphragm 60 clamped between separate members 96 and 98, respectively, which are held together by screws 100 or other suit-able retaining means. -Member 98 includes a ange portion 102 by which it is aiiixed to the gear .train housing `14 forming a common cavity i104 therewith in which crankcase pressure is present and enabled to act upon one side of the diaphragm 60. The diaphragm coacts on its opposite side -with member 96 t-o define a second cavity l106 which connects with atmosphere through drilled passages 108 and -a covered vent member 110.

At its approximate center, diaphragm 60 carries ball retaining sleeve 58 which is in mating relationship with an insert 112 carried in member 96 and surrounding the extension 84 of valve member 48. Retaining balls 56 are carried Iwithin spaced openings in insert I112 and are held in engagement with annular groove 86 by the enclosing reduced diameter end portion 114 of sleeve 58. Immediately adjacent end port-ion i114, sleeve 58 opens to a larger diameter portion 1116, the purpose of which w-ill subsequently be made clear. A lightly loaded coil spring 118 is provided between member 96 and diaphragm 60 slightly biasing the diaphragm and sleeve assembly toward the ball-engaged position shown in FIG- URE 2.

The action of the retaining balls 56 is best shown by comparison of FIGURE 2, which shows the retaining position, with FIGURE 3, which shows the tripped position of the device. In FIGURE 3, an increase in crankcase pressure has caused movement of the diaphragm 60 to the right, moving ball retaining sleeve 58 into engagement with an end wall of insert 112 and permitting retaining balls 56 to move radially outwardly into the larger diameter portion 116 and out of annular groove 86 thereby freeing the reduced diameter portion 84 of valve member 48 and allowing the valve to move to its open position under the influence of biasing spring `74.

Water-air box pressure portion The construction of water-air box pressure portion 70 lis similar to that ofvportion 68 but differs somewhat ln detail due to the ditering types and pressures of uids connected therewith. Double diaphragm assembly 64 includes a central disc 120 separating iir'st and second diaphragmmembers 122 and 124. The diaphragm members are clamped between separate pieces of portionl 70 which include water pressure and air box pressure sections 126 and 128, respectively, and an annular separator 130.

Diaphragm member -122 coacts with water pressure section 126 to deiine a cavity 132 which communicates with Water connection 38 thereby permitting engine water pressure to act against diaphragm 122. On the opposite side of diaphragm assembly 64, diaphragm member 1 24 coacts with air box pressure section 128 to define a cavity 134. This cavity communicates with air box connection 48 through which engine air box pressure is enabled to enter the cavity and act against diaphragm 124 in opposition to the force of engine water pressure acting on diaphragm 122. A small drain hole 136 is provided in separator 138 to .drain any leakage into the space between diaphragm members 122 and 124. This provision gives Warning whenever a leak in one of t-hc diaphragm members occurs and prevents inadvertent mixing of the Water and lubricating oil. A coil spring 138 is connected between section 128 and diaphragm assembly 64 to bias the assembly to the left, as shown in the drawing.

Ball retaining sleeve 62 is carried by diaphragm assembly 64 and includes a small diameter inner portion 140 which normally holds retaining balls 56 in the engaged position in a manner similar to reduced end portion 114 of sleeve 58. Adjacent the inner portion 140 and at the outer end of sleeve 62 is a portion of enlarged diameter 142. Movement of the diaphragm assembly 64 t0 the left, caused by a reduction in water pressure or an undue increase in air box pressure, moves the enlarged diameter portion 142 opposite the retaining balls 56 allowing the balls to move outwardly and release valve member 50 in substantially the same manner as was described with respect to valve member 48. This action, as previously mentioned, allows oil from inlet passage 44 to drain into outlet passage 46 causing an oil pressure reduction in oil line 30 and stopping the engine, as previously described.

Whenever either valve member 48 or valve member 50 has been tripped, return to normal of the pressure condition, which originally caused the tripping to occur, will allow the tripped valve member to be reset by manually pressing the appropriate reset button, thereby moving the valve member leftwardly until the annular groove 86 lines up with retaining balls 56. When this occurs, normal pressure relationships will return the associated diaphragm to the proper position moving the reduced diameter portion of the appropriate release sleeve into position around the retaining balls and forcing the balls into their latched position. The combination protective device is then again ready to perform its normal protective functions.

Modified assembly From the nature of the construction heretofore described, it should be plain that modified versions of such a unitary assembly could be provided which would include more than two pressure sensing portions. For example; FIGURE 4 illustrates a modified assembly which is similar to the protective device disclosed in FIGURE 2 and in which corresponding elements are given identical reference numerals. The modified assembly of FIGURE 4 differs from that of FIGURE 2 in that the valve portion 66 is extended in length and includes three valve openings 52 in which valve members 48, 50 and 144 are disposed. Valve member 144, as shown, is similar to Valve member 50 and is adapted to close its valve opening 52 in the,

same manner. A duplicate reset button 54, as well as duplicates of other items associated with valve members 48 and 5d, are provided for valve member 144 as indicated in FIGURE 4.

Assembled to valve portion 66 and disposed in the figure above crankcase pressure portion 68 is an additional pressure sensing portion 146. This portion includes a double diaphragm assembly 148 somewhat similar to, but differing dimensionally from, diaphragm assembly 64. This assembly includes a central disc 150 separating a smaller diaphragm member 152 and a larger diaphragm member 154. Diaphragm 154 is clamped between separate pieces of portion 146 which include w-ater pressure and air box pressure sections 156 and 158, respectively. Diaphragm member 152 is retained in portion 156 by an annular retaining member 160. This diaphragm coacts with portion 156 to define a cavity 162 which communicates with a water connection 164. Connection 164 may be joined to water connection 38 for communication of the pair to water manifold 2t). Diaphragm member 154 coacts with air box pressure section 158 to define a cavity 166 which communicates with air box connection 16S. This connection may be joined with air box pressure connection 49.

A ball retaining sleeve 170', somewhat similar to sleeve 58 of the crankcase pressure portion, is carried by diaphragm assembly 14S and coacts with retaining balls 56 and insert 112 to retain valve member 144 in the latched position under normal operating conditions. In case engine air box pressure becomes excessively low, pressure in chamber 166 will be reduced and water pressure in chamber 162 will move the diaphragm assembly rightwardly releasing the balls 56 and allowing valve member 144 to move to the right allowing oil to pass through opening 52 in the manner described previously with respect to the other valve members. A light coil spring 172 is provided to bias diaphragm assembly 148 leftwardly to prevent undesired release of the balls when the engine is shut down.

In order to form the above-described modified assembly, the drilled passages 108 in crankcase pressure portion 68 are rearranged to open to atmosphere at a different position than that shown in FIGURE 2 in order to provide clearance for the installation of the additional pressure sensing portion 14.6.

The combination engine protective device and modified assembly disclosed herein may be subject to various modifications within the scope and principles of the invention taught and such modifications are deemed to be included within the invention which is to be limited only by the language of the following claims.

What is claimed is:

1. A combination protective device adapted to be connected with a plurality of external fluid pressure sources and comprising:

a unitary housing containing iiuid inlet means, Huid outlet means and a plurality of valve openings, each connecting the inlet means with the outlet means;

a plurality of valve means in the housing, each being associated with one of the valve openings and operable to control the passage of fluid therethrough; and

a plurality of pressure responsive means in the housing, each being associated with one of the valve means and adapted to be connected with two of the external fluid pressure sources and to be responsive to a predetermined pressure relationship between them for controlling operation of the respective valve means.

2. A combination protective device adapted to be connected with a plurality of external fluid pressure sources and comprising:

a unitary housing containing an inlet passage, an outlet passage and a plurality of valve openings, each connecting the inlet passage with the outlet passage;

a plurality of valve means in the housing, each being associated with one of the valve openings and being adapted t0 close its respective opening, said valve means being biased toward open positions in which iiow between the inlet and outlet passages is permitted;

a plurality of releasable latch means in the housing, each being associated with one of the valve means, said valve means being individually movable to their latched positions whereby each latch means retains its respective valve means in the closed position; and

a vplurality of pressure responsive means, each being disposed in the housing and associated with one of the latch means, each pressure responsive means being `adapt-ed to be connected with two of the external pressure sources and being movable in response to a predetermined relationship between them to release the respective latch means, freeing the respective valve means and allowing it to move to the open position, thereby connecting the inlet passage with the outlet passage.

3. A combination protective device as defined in claim 2 wherein said pressure responsive means comprise flexible diaphragm means clamped within the housing and defining a pair of cavities for each of the diaphragm means, each cavity of said pair being adapted for connection with one of the external pressure sources.

4. A combination protective device as defined in claim 2 wherein said releasable latch means each include a plurality of retaining balls carried in the housing and engaging'their respective valve means and a ball retaining sleeve carried by the associated pressure responsive means and movable therewith to either retain the balls in their engaged position or release them therefrom.

5. A combination protective device comprising:

a unitary housing containing an inlet passage, an outlet passage and first and second valve openings, each connecting the inlet passage with the outlet passage;

first and second valve means in the housing and adapted to close the first and second valve openings, respectively, said valve means being spring biased toward open positions in which ow between the inlet and outlet passages is permitted;

first pressure responsive means in the housing and defining therewith first and second cavities which are adapted to be connected with separate external pressure sources, said first pressure responsive means being movable in response to a predetermined relationship between the pressures in the first and second cavities;

second pressurev responsive means in the housing and defining therewith third and fourth cavities which are adapted to be connected with separate external pressure sources, said second pressure responsive means being movable in response to a predetermined relationship between the pressures in the third and fourth cavities; and

first and second releasable latch means operable by the first and second pressure responsive means, respectively, and associated with the first and second valve means, respectively, each said latch means including retaining balls carried in the housing and engaging their respective valve means and said latch means further including first and second ball retaining sleeves carried by the first and second pressure responsive means, respectively;

said valve means being individually movable to their closed positions whereby the respective retaining sleeves hold the retaining balls in engagement with their respective valve means, retaining the valve means in the closed positions, movement of one of the pressure responsive means moving the respective ball retaining sleeve and releasing the retaining balls, thereby freeing the respective valve means for movement to its open position, said movement connecting the inlet passage with the outlet passage.

6. A combination protective device for an internal combustion engine having a crankcase, an air box, a water pressure system, an oil pressure system and engine stopping means including a connection with the oil pressure system and operable to stop the engine upon a reduction in oil pressure in the connection to a predetermined amount, said protective device comprising:

a unitary housing;

inlet means in the housing and adapted to be connected with the oil pressure connection to the engine stopping means;

outlet means in the housing;

first and second connecting means, each connecting the inlet means with the outlet means;

first and second valve means having open and closed positions and adapted to control communication of the inlet means with the outlet means through the first and second connecting means, respectively; first and second pressure responsive means in the housing, said first pressure responsive means being adapted to be connected with the engine crankcase and with atmosphere and to be movable in response to a predetermined relationship between the pressure in the crankcase and atmospheric pressure, said second pressure responsive means being adapted to be connected-with the air box and the water pressure system and to be movable in response to a predetermined relationship between the pressures in the air box and the water pressure system; and

' first and second releasable latch means operable by the first and second pressure responsive means respectively and associated with the first and second valve means respectively to control the position of the respective valve means.

7. A combination protective device as defined in claim 6 wherein said latch means are individually movable to their latched positions whereby each said latch means retains its respective valve means in the closed position, movement of one said pressure responsive means operating the respective latch means and releasing the respective valve means, thereby allowing the valve means to move to the open position.

8. A combination protective device as defined in claim 6 wherein the unitary housing includes ange means adapted for securing the housing to the engine, said flange means including an opening for communicating the interior of the housing with the engine crankcase.

References Cited bythe Examiner UNITED STATES PATENTS 1,630,741 5/1927 Grifths 137-608 2,112,664 3/1938 Dube. 2,291,152 8/1942 Yates 123-198 2,327,558 8/1943 Reavis 123-198 2,619,037 11/1952 OConnor 137-608 X KARL J. ALBRECHT, Primary Examiner. 

1. A COMBINATION PROTECTIVE DEVICE ADAPTED TO BE CONNECTED WITH A PLURALITY OF EXTERNAL FLUID PRESSURE SOURCES AND COMPRISING: A UNITARY HOUSING CONTAINING FLUID INLET MEANS, FLUID OUTLET MEANS AND A PLURALITY OF VALVE OPENINGS, EACH CONNECTING THE INLET MEANS WITH THE OUTLET MEANS; A PLURALITY OF VALVE MEANS IN THE HOUSING, EACH BEING ASSOCIATED WITH ONE OF THE VALVE OPENINGS AND OPERABLE TO CONTROL THE PASSAGE OF FLUID THERETHROUGH; AND A PLURALITY OF PRESSURE RESPONSIVE MEANS IN THE HOUSING, EACH BEING ASSOCIATED WITH ONE OF THE VALVE MEANS AND ADAPTED TO BE CONNECTED WITH TWO OF THE EXTERNAL FLUID PRESSURE SOURCES AND TO BE RESPONSIVE TO A PREDETERMINED PRESSURE RELATIONSHIP BETWEEN THEM FOR CONTROLLING OPERATION OF THE RESPECTIVE VALVE MEANS. 